Chain driven e-drive gearbox

ABSTRACT

An electric drive module (e-drive module) for an electric motor vehicle and chain driven electric-drive (e-drive) gearbox therefor is provided. The e-drive gearbox has first and second chain members operably coupling an output shaft of an electric motor to a shaft of a driven output member. A first drive gear is rotatable with the output shaft of the electric motor. A first driven gear is coupled to the first drive gear via the first chain member. A second driven gear is coupled to the first driven gear via a common shaft and co-rotatable with the first driven gear. A second drive gear is coupled to the second driven gear via the second chain member. The respective rotational axes of the first and second drive gears and the first and second driven gears are parallel to each other.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/048,727, filed Oct. 19, 2020, which is a U.S. National Stage ofInternational Application No. PCT/CA2019/000050, filed on Apr. 18, 2019,which claims the benefit of U.S. Provisional Patent Application No.62/660,482, filed Apr. 20, 2018 and titled “Chain Driven e-DriveGearbox,” each of which are hereby incorporated by reference in theirentirety.

FIELD

The present disclosure relates generally to vehicles that are powered atleast partly by an electric drive module and, more particularly, to anelectric drive module having chain driven shafts.

BACKGROUND

This section provides background information related to vehicles and isnot necessarily prior art to the inventive concepts associated with thepresent disclosure.

The automobile industry is actively working to develop alternativepowertrains in an effort to significantly reduce or eliminate theemissions exhausted into the air by conventional powertrains equippedwith an internal combustion engine. Significant development has beendirected toward electric vehicles (EV) that are equipped with one ormore electric traction motors. For example, some electric vehicles areonly powered by the electric motor(s) and rely solely on the electricalenergy stored in an on-board battery pack. However, some other electricvehicles, commonly referred to as hybrid electric vehicles (HEV), haveboth an internal combustion engine and one or more traction motors.

There are two types of hybrid electric vehicles, namely, series hybridand parallel hybrid. In series hybrid electric vehicles, tractive poweris generated and delivered to the wheels by the electric tractionmotor(s) while the internal combustion engine is used to drive agenerator for charging the battery pack. In parallel hybrid electricvehicles, the traction motor(s) and the internal combustion engine workindependently or in combination to generate and deliver tractive powerto the wheels.

Various types of electric and hybrid powertrain arrangements arecurrently being developed. For example, some electric vehicles areequipped with wheel-mounted electric traction motor/gearbox assemblies.In such an arrangement, a fixed-ratio gear reduction is provided betweenthe traction motor and the driven wheel hub. In other arrangements, anelectric drive module (EDM) is used to generate and deliver tractivepower to a pair of wheels. The electric drive module may include anelectric traction motor, a final drive assembly including a differentialunit that is adapted for connection to the wheels, and a gearbox havinga reduction gearset directly coupling an output component of thetraction motor to an input component of the differential unit. Thegearbox reduction gearset may be based on a layshaft configuration or aplanetary configuration for the purpose of providing a desired speedreduction and torque multiplication between the traction motor and thedifferential unit. Although reduction gearsets are generally effectivefor interconnecting input and output shafts for the transfer of torquetherebetween, they can suffer performance inefficiencies, inherently addweight to the vehicle, which ultimately affects fuel efficiency, aresubject to noise and vibration, generally include helical gears whichproduce axial forces that require bearings of increased load carryingcapacity and lubrication flow, and require increased space, therebyincreasing the size of the module.

In view of the above, there remains a need to develop a gearbox for ane-drive module that addresses and overcomes at least those disadvantagesdiscussed above.

SUMMARY

This section provides a general summary of the present disclosure and isnot a comprehensive disclosure of its full scope or all of its features,aspects and objectives.

It is an aspect of the present disclosure to provide an e-drive systemhaving a chain driven e-drive gearbox for a motor vehicle that increasesthe peak efficiency transfer of torque between an input shaft and anoutput shaft.

It is an aspect of the present disclosure to provide a chain drivene-drive gearbox for a motor vehicle that eliminates or substantiallyeliminates the production of axial forces, thereby eliminating orsubstantially eliminating torque dependent axial forces on bearings andon a housing of the e-drive system.

It is an aspect of the present disclosure to provide a chain drivene-drive gearbox for a motor vehicle that reduces the axial preload ofrotating members within the e-drive system, thereby avoiding temperaturedependent behavior a bearings within the e-drive system, and thus,increasing the operating efficiency of the e-drive system.

It is an aspect of the present disclosure to provide a chain drivene-drive gearbox for a motor vehicle that produces an oil pump mechanismwithin the system via rotating chains interconnecting gears within thesystem, thereby realizing a dry sump arrangement having a dedicated,translation activated oil catcher.

It is a further aspect of the present disclosure to provide a chaindriven e-drive gearbox for a motor vehicle that has minimal size andweight, that enhances the fuel efficiency of a vehicle, that producesminimal noise and vibration, that reduces the size and load carryingcapacity of bearings required within the gearbox, and that produces atransmission ratio that is greater than 3.

Based on these and other aspects and objectives of the presentdisclosure, an electric drive module (e-drive module) for an electricmotor vehicle is provided, wherein the e-drive module includes a chaindriven electric-drive gearbox having first and second chain membersoperably coupling an output shaft of an electric motor to a drive shaftof a driven output member, such as a differential.

In one aspect, an electric drive module for an electric motor vehicle isprovided. The module includes a housing defining a chamber; an electricmotor disposed in the chamber, the electric motor having an outputshaft; a first drive gear operably driven by the output shaft; a firstdriven gear and a second driven gear supported for co-rotation on ashaft; a second drive gear supported for rotation on a drive shaft; afirst chain member operably coupling the first drive gear to the firstdriven gear to cause the first driven gear to rotate in response torotation of the first drive gear; and a second chain member operablycoupling the second driven gear to the second drive gear to cause thesecond drive gear to rotate in response to rotation of the second drivengear.

In another aspect, a method of operating an electric drive module isprovided. The method includes the steps of: operating an electric motorand rotating a first drive gear coupled to an output shaft associatedwith the electric motor; in response to rotating the first drive gear,translating a first chain member coupled to the first drive gear; inresponse to translating the first chain member, rotating a first drivengear coupled to the first chain member; in response to rotating thefirst driven gear, rotating a second driven gear, wherein the seconddriven gear is supported on a common shaft with the first driven gear;in response to rotating the second driven gear, translating a secondchain member; in response to translating the second chain member,rotating a second drive gear and a driveshaft coupled thereto.

In yet another aspect, an electronic drive module system is provided.The system includes: an electric motor having an output shaft; a firstdrive gear coupled to the output shaft and rotatable with the outputshaft; a first driven gear coupled to the first drive gear via a firstchain member, wherein the first driven gear is larger than the firstdrive gear; a second driven gear coupled to the first driven gear via acommon shaft, wherein the second driven gear is smaller than the firstdriven gear and the first and second driven gears are co-rotatable; asecond drive gear coupled to the second driven gear via a second chainmember; and a driveshaft coupled to the second drive gear and rotatablewith the second drive gear.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other aspects, features, and advantages of the presentdisclosure will be readily appreciated, as the same becomes betterunderstood by reference to the following detailed description whenconsidered in connection with the accompanying drawings wherein:

FIG. 1 is a schematic illustration of a powertrain and control systemassociated with an electric vehicle equipped with an electric drivemodule constructed in accordance with one aspect of the presentdisclosure;

FIG. 2 is a schematic illustration of a chain driven electric-drivegearbox of the electric drive module of FIG. 1 ; and

FIG. 3 is an illustration of a method for operating the electric drivemodule.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

An example embodiment of a chain driven e-drive gearbox for use in amotor vehicle will now be described more fully with reference to theaccompanying drawings. To this end, the example embodiment of thee-drive gearbox is provided so that this disclosure will be thorough,and will fully convey its intended scope to those who are skilled in theart. Accordingly, numerous specific details are set forth such asexamples of specific components, devices, and methods, to provide athorough understanding of a particular embodiment of the presentdisclosure. However, it will be apparent to those skilled in the artthat specific details need not be employed, that the example embodimentmay be embodied in many different forms, and that the example embodimentshould not be construed to limit the scope of the present disclosure. Insome parts of the example embodiment, well-known processes, well-knowndevice structures, and well-known technologies are not described indetail.

The terminology used herein is for the purpose of describing particularexample embodiments only and is not intended to be limiting. As usedherein, the singular forms “a,” “an,” and “the” may be intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. The terms “comprises,” “comprising,” “including,” and“having,” are inclusive and therefore specify the presence of statedfeatures, integers, steps, operations, elements, and/or components, butdo not preclude the presence or addition of one or more other features,integers, steps, operations, elements, components, and/or groupsthereof. The method steps, processes, and operations described hereinare not to be construed as necessarily requiring their performance inthe particular order discussed or illustrated, unless specificallyidentified as an order of performance. It is also to be understood thatadditional or alternative steps may be employed.

When an element or layer is referred to as being “on,” “engaged to,”“connected to,” or “coupled to” another element or layer, it may bedirectly on, engaged, connected or coupled to the other element orlayer, or intervening elements or layers may be present. In contrast,when an element is referred to as being “directly on,” “directly engagedto,” “directly connected to,” or “directly coupled to” another elementor layer, there may be no intervening elements or layers present. Otherwords used to describe the relationship between elements should beinterpreted in a like fashion (e.g., “between” versus “directlybetween,” “adjacent” versus “directly adjacent,” etc.). As used herein,the term “and/or” includes any and all combinations of one or more ofthe associated listed items.

Although the terms first, second, third, etc. may be used herein todescribe various elements, components, regions, layers and/or sections,these elements, components, regions, layers and/or sections should notbe limited by these terms. These terms may be only used to distinguishone element, component, region, layer or section from another region,layer or section. Terms such as “first,” “second,” and other numericalterms when used herein do not imply a sequence or order unless clearlyindicated by the context. Thus, a first element, component, region,layer or section discussed below could be termed a second element,component, region, layer or section without departing from the teachingsof the example embodiments.

Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,”“lower,” “above,” “upper,” “top”, “bottom”, and the like, may be usedherein for ease of description to describe one element's or feature'srelationship to another element(s) or feature(s) as illustrated in thefigures. Spatially relative terms may be intended to encompass differentorientations of the device in use or operation in addition to theorientation depicted in the figures. For example, if the device in thefigures is turned over, elements described as “below” or “beneath” otherelements or features would then be oriented “above” the other elementsor features. Thus, the example term “below” can encompass both anorientation of above and below. The device may be otherwise oriented(rotated degrees or at other orientations) and the spatially relativedescriptions used herein interpreted accordingly.

Referring initially to FIG. 1 of the drawings, an exemplary powertrainarrangement for an electric vehicle 10 is shown to include a firstpowered driveline assembly 12 and a second non-powered drivelineassembly 14. As shown in FIG. 1 , the first driveline assembly 12 mayinclude an electric drive module (EDM) 16, which is operatively coupledto drive or be driven by a pair of first ground-engaging wheels 18 via apair of first axleshafts 20 and 22. Accordingly, actuation of the EDM 16will operate to drive the wheels 18 by rotating one or both of theaxleshafts 20, 22.

Second driveline assembly 14 may include an axle assembly having adifferential unit 24 operatively coupled to a pair of secondground-engaging wheels 26 via a pair of second axleshafts 28 and 30.Accordingly, rotation of the axleshafts 28 and 30 will cause rotating ofthe wheels 26.

In accordance with the present teachings, powered driveline assembly 12may be arranged as either the front or rear driveline of the electricvehicle 10. Electric vehicle 10 is also shown to include a vehiclecontrol system 32 configured in operable communication with EDM 16 via apower electronics unit 33, a set of vehicle sensors 34 and an energy(i.e., battery) management system 36. Signals received at the controlsystem 32 from the sensors 34, or other signals received or generated atthe control system 32, may be processed by the control system 32, whichmay in turn provide one or more commands to the electronics unit 33,which will ultimately control the EDM 16.

Referring now to FIG. 2 , an exemplary construction for electric drivemodule 16 of FIG. 1 is shown. In general, EDM 16 includes a housing 38,such a multi-piece housing, by way of example and without limitation,configured to define an internal motor/gearbox chamber 40. The chamber40 is configured to house a variety of internal components for the EDM16, with the housing 38 configured to cover and protect the internalcomponents from environmental factors. EDM 16 further includes at leastone electric gearbox motor 42 and a chain driven e-drive gearboxassembly, referred to hereafter as gearbox 44, operably driven thereby,each of which is disposed within chamber 40.

Referring again to FIG. 1 in association with FIG. 2 , the powerelectronics unit 33 is shown in electrical communication with a controlmodule 46, which is electrically connected to electric motor 42. Powerelectronics unit 33 can include, for example and without limitation, atriple inverter-controller unit that is arranged to communicate withvehicle control system 32 and supply the desired electrical commandsignals to each of the respective motor control modules. As will beunderstood, the specific configuration of the control circuits, systemsand algorithms required to coordinate operation of EDM 16 can includeany control systems adapted for use with electric vehicles. Accordingly,control system 32 and electronics unit 33 may combine to command thecontrol module 46 of the EDM 16 to operate the electric motor 42.

Referring again to FIG. 2 , gearbox 44 includes a first drive gear 48driven by an output shaft 50 of electric motor 42. First drive gear 48can be provided as a metal or plastic member. Operation of the electricmotor 42, and in particular a rotation of the rotor portion of arotor-stator arrangement, may thereby cause rotation of the output shaft50 and rotation of the first drive gear 48.

First drive gear 48 is operably connected with a first driven reductiongear 52 via a first chain member 54. Accordingly, rotation of the firstdrive gear 48 will cause linear movement of the first chain member 54,with such linear movement of the first chain member 54 being transferredto the first driven reduction gear 52, thereby causing rotation of thefirst driven reduction gear 52 in response to rotation of the firstdrive gear 48. As shown in FIG. 2 , first driven reduction gear 52 has agreater diameter than the first drive gear 48, and the first drivenreduction gear 52 has a correspondingly greater number of external teeth(not explicitly shown) than the first drive gear 48, with the externalteeth meshing with the first chain member 54. Accordingly, the firstdriven reduction gear 52 rotates at a slower angular velocity than thefirst drive gear 48, making fewer rotations than the first drive gear48. The first drive gear 48 and the first driven reduction gear 52 tomesh directly with each other, but are linked via the first chainmember. Thus, the first drive gear 48 and the first driven reductiongear 52 rotate in the same rotational direction.

First driven reduction gear 52 is supported for rotation by a shaft 56,wherein shaft 56 also supports a second driven reduction gear 58, whichis reduced in diameter relative to first driven reduction gear 52. It isto be recognized that first and second driven reduction gears 52, 58 aresupported for conjoint rotation with one another in response to drivenrotation of first driven reduction gear 52. Put another way, the firstand second driven reduction gears rotate at the same angular velocity,making the same number of turns.

Second driven reduction gear 58 is operably connected with a seconddrive gear 60 via a second chain member 62. Second drive gear 60 isshown as having a greater diameter than second driven reduction gear 58.Second drive gear 60 is shown as being supported for rotation with adrive shaft 63 of a driven output member, such as a differential 64, byway of example and without limitation, wherein drive shaft 63 is shownin coaxial alignment with output shaft 50 and first drive gear 48,though it is contemplated herein that other arrangements are possible.For example, drive shaft 63 may be offset axially relative to the axisof the output shaft 50. As shown, the axes of rotation of the gears 48,52, 58, 60 are generally parallel to each other, with the gear pairsbeing typically co-planar. However, with the output shaft 50 and thedrive shaft 63 being separate and not configured for conjoint rotation,the axes of these shafts need not necessary be coaxial. However, acoaxial arrangement may be desirable in some cases.

Second drive gear 60 can be configured to drive differential 64, ifdesired, which in turn can be configured to drive one of the axles 20,22.

Also shown with housing 38 is an optional disconnect or park lock 66,which can function to disconnect or lock first driven reduction gear 52relative to first drive gear 48, and an oil catcher 68.

First chain member 54 and second chain member 62 act to enhance theoverall drive efficiency of electric drive module 16, with it beinganticipated that the drive efficiency can be as high as 98.5% (orhigher). The arrangement of the gears 48, 52, 58, and 60 allows theultimate rotational output speed of the differential 64 to be reducedalong with the output torque to be increased relative to the speed andtorque or the output shaft 50 that is driven by the motor 42.

For example, the motor 42 may generate a first rotational speed at theoutput shaft 50. The output shaft 50 may directly drive the first drivegear 48 at the same first rotational speed. The first drive gear 50drives the first drive chain 54 a first linear speed corresponding tothe diameter of the first driven gear 50.

With the first drive chain 54 being coupled to the first driven gear 52,which has a larger diameter, the transferred linear speed of the chainresults in a slower rotational speed of the first driven gear 52. Putanother way, the first driven gear 52 rotates a second rotational speed,which is lower than the first rotational speed of the output shaft 50and the first drive gear 48. Due to this gear reduction, first drivengear 52 generates an increased torque relative to the first drive gear48.

With the first driven gear 52 having conjoint rotation with the seconddriven gear 58 via shaft 56, these gears therefore have the same angularspeed, and therefore the second driven gear 58 rotates at the secondrotational speed described above, which is greater than the firstrotational speed of the output shaft 50 and first drive gear 48.Similarly, the increased torque is transferred to the second driven gear58.

The second drive gear 60 is coupled via the second drive chain 62 to thesecond driven gear 58, as described above, and has a greater diameter.Accordingly, the second drive gear 60 rotates at a third rotationalspeed that is less than the first and second rotational speeds.Accordingly, the second drive gear 60 generates a third torque that islarger than the first torque and the second torque.

It will be appreciated that the specific degree of torque multiplicationis dependent on the various ratios of the gears, and that different gearratios and arrangements may produce different degrees of gear reductionand torque multiplication.

The above described four-gear and two-chain arrangement can thereforeprovide for efficient gear reduction and torque multiple in a limitedamount of space with a limited number of components. Such an arrangementcan provide significant cost savings at the manufacturer level as wellas cost savings and energy efficiency at the consumer level. However, itwill be appreciation that further gear reduction and torquemultiplication may be provided by adding additional gears and chains.For example, a third pair of gears may be added, such that the seconddrive gear 60 may be configured for conjoint rotation with a smallergear, that is coupled via a third chain a larger gear that is coupled toan output shaft.

FIG. 2 illustrates one aspect of relative sizing for the gears. Thefirst drive gear 48 has a first diameter. The first driven gear 52 has asecond diameter. The second diameter of the first driven gear 52 isgreater than the first diameter. The second driven gear 58 has a thirddiameter. The third diameter of the second driven gear 58 is smallerthan the second diameter of the first driven gear 52. The third diameterof the second driven gear 58 is also smaller than the first diameter ofthe first drive gear 48. The second drive gear 60 has a fourth diameter.The fourth diameter of the second drive gear 60 is greater than thethird diameter of the second driven gear 58. The fourth diameter of thesecond drive gear 60 is also greater than the second diameter of thefirst driven gear 52 and the first diameter of the first drive gear 48.

The two-chain and two-gear arrangement described above results in eachof the above-described gears rotating in the same rotational direction.Rotation of the first drive gear 48 in a first rotational directiondrives the first chain 54 in a first direction. Movement of the firstchain 54 in the first direction causes rotation of the first driven gear52 in the same first rotational direction as the first driven gear 48.The conjoint rotation of the first driven gear 52 and the second drivengear 58 results in the second driven gear 58 rotating in the firstrotational direction.

Rotation of the second driven gear 58 in the first rotational directioncauses movement of the second chain 62 in the same first direction asthe first chain 54. Movement of the second chain 62 in the firstdirection thereby causes rotation of the second drive gear 60 in thesame first rotational direction as the other gears.

Put another way, the above-described gears do not mesh directly witheach other, and therefore do not causes opposing rotation at a directlytoothed interface.

Each of the above-described gears are offset radially from each othersuch that that they do not radially overlap or mesh with each other. Thefirst drive gear 48 and the first driven gear 52 may be referred to as afirst gear pair. The gears of the first gear pair may be arrangedco-planar to accommodate the first chain 54. However, it will beappreciated that these gears may be slightly axially offset.

Similarly, the second driven gear 58 and the second drive gear 60 do notradially overlap and may be referred to as a second gear pair. The gearsof the second gear pair may be arranged co-planar to accommodate thesecond chain 62, but they may also be slightly axially offset.

The first gear pair is axially offset relative to the second gear pair.Each of the gears of each gear pair are spaced away from each andradially offset such that may be operatively coupled via the respectiveone of the chains 54, 62.

The use of the chains 54, 62 to couple each of the gear pairs allows forthe size and arrangement of the gears to be changed or tailored to suitthe particular gear reduction and torque multiplication needs of theuser. For example, the size of one the gears may be changed, withoutrequiring the size of the other gears to be changed. The chain thatcorresponds to the differently sized gear may be changed to accommodatethe larger or smaller diameter of the differently sized gear.Accordingly, the above-described arrangement can provide a costeffective structure that can be easily modified. This modularity is notpossible or can be substantially difficult in direct meshingarrangements between co-planar gears or in the case of helical or bevelgears or worm gears or the like, where changing the size of a gearrequires changing the size of a corresponding gear or shifting the axisof rotation of a gear.

Each of the axes described in relation to the EDM 16 are generallyaxially parallel to each other, and each of the gears and chains arearranged generally parallel to each other, perpendicular to the variousaxes. Forces and reaction forces generated by the gears are thereforegenerally constrained to the planes of the gears. Little to no axialforces are generated, as in the case of traditional gearboxes withperpendicularly arranged shafts and rotational axes, which therebyrequire the use of thrust bearings and the like to counteract the axialforces and keep the gears in their proper position. The above-describedgearbox does not require thrust bearings due to the lack of axial forceson the gears, and therefore the EDM 16 can produce improved efficiencyand reduced losses due to the lack of thrust bearings.

Thus, the chain drive mechanism eliminates or substantially reducesaxial forces, thereby eliminating or reducing torque dependent forces onbearings/housing supporting the gears/shafts. Further yet, the chainmembers 54, 62 can act as oil pumps to support the lube mechanism withinhousing 38 and to realize a dry sump arrangement with a dedicated,translation activated oil catcher 68. Prior gearboxes with helicalgearing typically utilize a lubrication mechanism with a dedicated lubepump. With the chain members 54, 62 acting as the oil pump to supportthe lube mechanism of the EDM 16, a dedicated oil pump is not necessary,thereby reducing cost and complexity.

Having described the EDM 16 and its various component structure, amethod 1000 for operating the EDM 16 will now be described. Withreference to FIG. 3 , at step 1002, the method includes operating anelectric motor and rotating a first drive gear coupled to an outputshaft associated with the electric motor. At step 1004, the methodincludes, in response to rotating the first drive gear, translating afirst chain member coupled to the first drive gear. At step 1006, themethod includes, in response to translating the first chain member,rotating a first driven gear coupled to the first chain member. At step1008, the method includes, in response to rotating the first drivengear, rotating a second driven gear, wherein the second driven gear issupported on a common shaft with the first driven gear. At step 1010, inresponse to rotating the second driven gear, translating a second chainmember. At step 1012, the method includes, in response to translatingthe second chain member, rotating a second drive gear and a driveshaftcoupled thereto.

It will be appreciated that there are additional or alternative aspectsof the method 1000 that may be applied in accordance with theabove-described functionality of the EDM 16 and that the above-describedmethod 1000 shall not be limiting.

The foregoing description of the several embodiments has been providedfor purposes of illustration and description. It is not intended to beexhaustive or to limit the disclosure. Individual elements or featuresof a particular embodiment are generally not limited to that particularembodiment, but, where applicable, are interchangeable and can be usedin a selected embodiment, even if not specifically shown or described.The same may also be varied in many ways. Such variations are not to beregarded as a departure from the disclosure, and all such modificationsare intended to be included within the scope of the disclosure. Thoseskilled in the art will recognize that concepts disclosed in associationwith the example electric drive module and chain driven e-drive gearboxthereof can likewise be implemented into systems other than adifferential to control one or more operations and/or functions.

What is claimed is:
 1. An electric drive module for an electric motorvehicle, comprising: an electric motor having an output shaft; a firstdrive gear operably driven by the output shaft; a first driven gear anda second driven gear supported for co-rotation on a shaft; a seconddrive gear supported for rotation on a drive shaft; a first chain memberoperably coupling the first drive gear to the first driven gear to causethe first driven gear to rotate in response to rotation of the firstdrive gear; a second chain member operably coupling the second drivengear to the second drive gear to cause the second drive gear to rotatein response to rotation of the second driven gear; wherein the firstdrive gear is larger than the second driven gear.
 2. The electric drivemodule of claim 1, wherein the second drive gear is larger than thefirst driven gear.
 3. The electric drive module of claim 2, wherein thefirst driven gear is larger than the first drive gear, the second drivengear is smaller than the first driven gear, and the second drive gear islarger than the second driven gear.
 4. The electric drive module ofclaim 1, wherein the second drive gear is within a differential.
 5. Theelectric drive module of claim 1, wherein the first drive gear and thefirst driven gear are spaced apart from each other, and the seconddriven gear and the second drive gear are spaced apart from each other.6. The electric drive module of claim 1, wherein the first drive gear,the first driven gear, the second driven gear, and the second drive gearrotate in the same rotational direction.
 7. The electric drive module ofclaim 1, wherein rotational axes of the first drive gear, the firstdriven gear, the second driven gear, and the second drive gear areparallel to each other.
 8. The electric drive module of claim 1, whereinthe first drive gear and the second drive gear are co-axial.
 9. Theelectric drive module of claim 1, further comprising a disconnect orpark-lock mechanism operatively coupled to the first driven gear. 10.The electric drive module of claim 1, further comprising a translationactivated oil catcher associated with at least one of the first chainmember or the second chain member, wherein the first and/or second chainmembers provide lubrication to the module from the oil catcher.
 11. Amethod of operating an electric drive module, the method comprising thesteps of: operating an electric motor and rotating a first drive gearcoupled to an output shaft associated with the electric motor; inresponse to rotating the first drive gear, translating a first chainmember coupled to the first drive gear; in response to translating thefirst chain member, rotating a first driven gear coupled to the firstchain member; in response to rotating the first driven gear, rotating asecond driven gear, wherein the second driven gear is supported on acommon shaft with the first driven gear; in response to rotating thesecond driven gear, translating a second chain member; and in responseto translating the second chain member, rotating a second drive gear anda driveshaft coupled thereto; wherein the first drive gear is largerthan the second driven gear.
 12. The method of claim 11, wherein thesecond drive gear is larger than the first driven gear.
 13. The methodof claim 12, wherein the first driven gear is larger than the firstdrive gear, the second driven gear is smaller than the first drivengear, and the second drive gear is larger than second driven gear. 14.The method of claim 11, further comprising, in response to translatingthe first chain member or the second chain member, providing lubricationvia the first chain member or the second chain member from a dedicatedtranslation activated oil catcher.
 15. The method of claim 11 furthercomprising translating the first and second chains in the same directionand rotating the first drive gear, the first driven gear, the seconddrive gear, and the second driven gear in the same rotational direction.16. The method of claim 11 further comprising rotating the first drivegear and the second drive gear on the same axis of rotation.
 17. Themethod of claim 11 further comprising rotating the first drive gear, thefirst driven gear, the second driven gear, and the second drive gearabout respective rotational axes that are parallel relative to eachother.
 18. An electronic drive module system, the system comprising: anelectric motor having an output shaft; a first drive gear coupled to theoutput shaft and rotatable with the output shaft; a first driven gearcoupled to the first drive gear via a first chain member; a seconddriven gear coupled to the first driven gear via a common shaft, whereinthe first and second driven gears are co-rotatable; a second drive gearcoupled to the second driven gear via a second chain member; adriveshaft coupled to the second drive gear and rotatable with thesecond drive gear; and wherein the second drive gear is larger than thefirst driven gear.
 19. The electronic drive module system of claim 18,wherein the first drive gear is larger than the second driven gear,wherein the first driven gear is larger than the first drive gear,wherein the second driven gear is smaller than the first driven gear,wherein the second drive gear is larger than second driven gear.
 20. Theelectronic drive module system of claim 18, further comprising atranslation activated oil catcher associated with at least one of thefirst chain member or the second chain member, wherein the first and/orsecond chain members provide lubrication to the system from the oilcatcher.